The BMW 4.4L (5.0) Twin Turbo motor is BMW's newest powerhouse. From the factory this engine produces 400 HP and 450 Ft Lbs of torque. Through careful engineering and countless hours of R&D Active Autowerke is able to raise the power levels by 40 rear wheel horsepower and 70 ft lbs of torque. This power increase has been obtained by increasing the boost levels and modifying the fuel and ignition tables. All this has been in done while maintaining the factory characteristics that BMW engineered this engine/Ecu combination to work with. The Active Autowerke upgraded software is designed to operate with gasoline that has an average octane rating with full emissions to create a clean burning combustion with good AFR’s all within factory specifications. Looking to bring your 4.4 Twin Turbo motor to the next level? This upgrade is a must for the BMW enthusiast lookin for over 460 HP and a powerful 500 ft lbs of torque.

Key Features:
40 Rwhp and 70 Ft lbs of torque Increases
Higher torque over factory settings throught RPM range
Recalibrated settings for a smoother and more responsive part throttle transition
Recalibrated settings for a smoother and more responsive power delivery
Ability to tune all DME's
Top speed limiter removed
Tune available for 91 or 93 octane fuel.
Tune also available for Euro Spec & Other International Octane Ratings

Is this stage 2 an optional upgrade or the new base map being offered? Any reason why the description you posted up top still has the "old" numbers? I would like to see the new dyno graph when available. Has this ever been run against a stock X5M? If so, how does it compare? Motor Trend lists the X5M at 10.4s 0-100mph...

Does the M have larger turbos? I know stock boost for the 50i is 9.8psi and for the M is 16. Dinan lists their tune for the 50i going to 14psi which makes 496hp, whereas the M goes from 16 to 19psi with tune for 610 hp or so. Besides the boost, the other differences between the engines are pretty subtle from what I remember...larger intercooler, exhaust, etc. It's not enough to account for the 60 hp difference between a tuned 50i and a stock M, so I'm guessing it must be running bigger turbos.

More info...X6M has lower compression ratio (9.3:1 vs 10:1 for 50), makes peak power higher (6000 rpm vs 5500), and C&D lists stock boost at 17.4psi, so that could account for the difference.

It's also interesting that the peak HP is around 5300 rpm on that dyno and then it drops off. That suggests to me that it's running out of air up top. I bet a less restrictive intake would make a lot of difference.

It's also interesting that the peak HP is around 5300 rpm on that dyno and then it drops off. That suggests to me that it's running out of air up top. I bet a less restrictive intake would make a lot of difference.

Does anyone offer an intake upgrade for the X5 50i? I did a quick search but haven't found anything...

Does anyone offer an intake upgrade for the X5 50i? I did a quick search but haven't found anything...

Not that I know of...there is a K&N filter for the M but I don't know if the airboxes are the same. It might also be worth looking at the intake system to see if there is a restriction of some sort to limit power.

Andrew, it was argued by another tuner in a separate thread that the stock turbos are maxed out pretty easily and that the engine isn't capable of producing more power than what he had achieved with his tune...which is also far short of what Dinan claims (he also suggested that Dinan was fudging their numbers). I suggested that there might be an intake restriction and that with improved air flow that the engine could make more power. To me it seems to run out of breath. He pretty much dismissed my comments. What do you think? Could BMW have intentionally restricted intake air flow in order to limit power potential? Is it possible the intercooler is the bottleneck? Could either of those be improved to boost power?

By the way, I may well be completely wrong on this...I'm not saying I'm right. I'm just expressing my understanding of how turbo engines work. This is not meant to be confrontational or argumentative...it's just for purposes of discussion.

Andrew, it was argued by another tuner in a separate thread that the stock turbos are maxed out pretty easily and that the engine isn't capable of producing more power than what he had achieved with his tune...which is also far short of what Dinan claims (he also suggested that Dinan was fudging their numbers). I suggested that there might be an intake restriction and that with improved air flow that the engine could make more power. To me it seems to run out of breath. He pretty much dismissed my comments. What do you think? Could BMW have intentionally restricted intake air flow in order to limit power potential? Is it possible the intercooler is the bottleneck? Could either of those be improved to boost power?

By the way, I may well be completely wrong on this...I'm not saying I'm right. I'm just expressing my understanding of how turbo engines work. This is not meant to be confrontational or argumentative...it's just for purposes of discussion.

TahoeM3,

I have been looking at ALL the available options right now and there are only 2 options for the really big numbers; Dinan and Hartge.

On the F10 550's Dinan are currently at stage 3 and the advertised numbers are north of 500hp now. There are a few guys who will be putting their stage 3 cars on the dyno in the coming days/weeks and I am awaiting those results. If they confirm the "claimed" Dinan numbers then I think this can be put to bed once and for all.

As far as the Hartge is concerned, their tune brings power up to 490hp which is comparable to Dinan. It appears that it is not a "flash" tune and more like a "piggyback". I contacted them directly, but unfortunately they do not offer engine tuning for U.S. cars. I will follow up with them to get more details on why they don't offer anything for U.S. customers.

Could these two companies be inflating their numbers for marketing? Very possible, but don't want to dismiss them so quickly. Until there is proof that these numbers are indeed "inflated" than I will reserve judgement.

I know the air-filters are placed at the rear on the 50i,which also makes them hard to change,where as the M versions are toward the front,making it easy to get to if you want after market filters.

I wonder if the different location on the 50i is a negative for air-flow like you mentioned

Could be...I need to look under the hood and see if there's any restriction point. I remember the X5M having two big air boxes right up front.

In the past I had a 987 Boxster S. The air intake was on the side, and it had a restrictor plate that literally had a gap a finger-width wide allowing air in. I removed it and gained an easy 15 hp up top. Not saying there is something similar here, but manufacturers have been known to do this kind of thing.

I have been looking at ALL the available options right now and there are only 2 options for the really big numbers; Dinan and Hartge.

On the F10 550's Dinan are currently at stage 3 and the advertised numbers are north of 500hp now. There are a few guys who will be putting their stage 3 cars on the dyno in the coming days/weeks and I am awaiting those results. If they confirm the "claimed" Dinan numbers then I think this can be put to bed once and for all.

As far as the Hartge is concerned, their tune brings power up to 490hp which is comparable to Dinan. It appears that it is not a "flash" tune and more like a "piggyback". I contacted them directly, but unfortunately they do not offer engine tuning for U.S. cars. I will follow up with them to get more details on why they don't offer anything for U.S. customers.

Could these two companies be inflating their numbers for marketing? Very possible, but don't want to dismiss them so quickly. Until there is proof that these numbers are indeed "inflated" than I will reserve judgement.

Here's something else...l know that Dinan has made a point in the past that they dyno their cars with large fans aimed at the engine, trying to simulate real-world conditions where air enters the engine faster at speed. If they achieved these numbers using this method, and other tuners didn't use this method, then that tells us a lot. Assuming that the tunes are fundamentally very similar, the big difference is...drumroll...air! If all that is true, it would pretty much confirm that the limiting factor on this engine up top is the amount of air it is seeing rather than turbos themselves. If it was the turbos, then the engine would make the same power with and without added airflow.